Water injection apparatus



May 15, 1951 R. c, PALMER, JR 2,553,145

WATER INJECTION APPARATUS 3 Sheets-Sheet l Filed April l, 1944 BWMMM .N .ANN

May 15, 1951 R. c. PALMER, .JR 2,553,145

WATER INJECTION APPARATUS Filed April 1, 1944 s sheets-sheet 2 May 15, 1951 R. c. PALMER, JR

WATER INJECTION APPARATUS 5 Sheets-Sheet 3 Filed April l, 1944 Fal?. 8.

mm l www@ Patented May 15, 1951 WATER INJECTION APPARATUS Robert C. Palmer, Jr., West Hartford, Conn., as-

signor to United Aircraft Corporation, East Hartford, Conn., a corporation of Delaware Application April 1, 1944, Serial No. 529,104

17 Claims.` (Cl. 12S- 25) This invention relates to a method and an apparatus for operating an internal combustion engine utilizing an internal coolant or antidetonate substance, such as water.

An object of this invention is to provide improvements in engine charge forming apparatus of the type which supplies a combustion controlling ingredient to the engine charge.

A further object of this invention is to provide a means for forming multiple charges, having respectively different compositions, for an engine combustion chamber and for automatically adjusting or re-setting the various engine regulating or control devices to different control conditions to accord with differences in the nature of the combustion of said different charges.

Other objects and advantages will be apparent from the specification and claims, and from the accompanying drawing which illustrates what is now considered to be a preferred embodiment of the invention.

Fig. 1 is a diagrammatic lay-out of an apparatus for injecting either a charge of fuel and air or a charge of fuel, air, and a combustion modifying ingredient into the intake system of an internal combustion engine, with means for resetting the engine fuel-air ratio control and the engine power output control to different values when the engine is operated with one or the other of said charges.

Fig. 2 is a cross-sectional View on an enlarged scale of the supercharger, the carburetor air section and carburetor fuel section of Fig. l.

Fig. 3 is a cross-sectional view on an enlarged scale of a portion of the carburetor fuel control body of Fig. l.

Fig. 4 is a cross-sectional view on an enlarged scale of the ingredient regulator of Fig. l.

Fig. 5 is a cross-sectional view on an enlarged scale of the supercharger regulator of Fig. 1.

Fig. 6 is a diagrammatic view graphically showing two of the various methods of engine operation that may be provided by this invention.

Fig. '7 is a cross-sectional partial view of a` modification of the fuel control body.

Fig. 8 is a cross-sectional view of another modification of the fuel control body.

According to this invention, a combustion modifying ingredient, such as an anti-detonate substance or internal coolant, is added to the fuel-air charge of an internal combustion engine. The ingredient may be selectively added intermittently during engine operation, or added continuously, or automatically added within certain predetermined portions of the engine operating range. Thus, the engine may be operated at different times with different charges. The 'engine regulating or control devices are automatically adjusted or reset to provide the desired engine operating characteristics to accord with the nature of the charge being utilized by the engine at a given time. While various ingredients or secondary fluids may be utilized, one of the preferred ingredients for use with this invention is water, which acts both as a charge coolant or internal coolant and as a detonation suppressor. The term water as used in the specification and claims is intended to yinclude either pure water, Water plus modifying. substances, or substances having water as a .material component thereof.

In the embodiment of -thisinvention shown in the drawing, two different charges are provided; fuel and air, or fuel, water and air. Two of the engine regulating devices are adjusted to different settings for each of these two different charges; that is, the mixture control which is adjusted to change the fuel-air ratio, and the supercharger regulator which is adjusted to change the power output of the engine. Additional or other charges can be provided and additional or other regulating devices can be adjusted according to the teaching of this invention, the particular embodiment of the drawing being shown for the purpose of illustration only.

Referring to the drawing, a supercharger having an auxiliary stage I and a main stage I2 forces atmospheric air from the inlet i4 to induction pipes, one of which is illustrated at I6, leading to the cylinders of an internal combustion engine. The engine may be any one of numerous types well-known to the art and hence has not been specincally illustrated. For instance, the engine might be one of the wellknown radial air-cooled aircraft engines having cylinders (one of which is partially shown at il) arranged in one or more circumferential rows, each supplied with a charge through a pipe I6.

For regulating the maximum power output of the engine under varying conditions of altitude and engine operation, an auxiliary throttle I8 is automatically controlled by the supercharger regulator 2li so as to maintain the air pressure in the interstage ducting or manifold 22 at a substantially constant value, which may be varied by changing the setting or adjustment of the regulator 20. This automatic airflow control may be overridden by a manually actuated throttle 24 which controls the flow of air from the manifold 42,2 to the inlet 4of the main stage I2. When of the regulator 26.

Y by the carburetor air metering section 2S. This device, known per se to the art, acts to establish an air pressure differential across a diaphragm 28 (Fig. 2) which is a function of the mass or weight rate of flow of air through the Venturi section 30. Altitude compensator 32 controls the pressure admitted to the diaphragm pressure chamber 29 from scoop chamber 38 in 4 rate of airflow while any particular jet condition or setting is maintained.

Fig. 3 shows fuel from conduit 56 passing through the main metering jet 65, which establishes the basic or norma] fuel-air ratio lor mixture strength. Under certain conditions of engine operation it is desirable to increase or vary this normal mixture strength and for this purpose the economizer jet 10, the automatic rich jet 76 and the economizer valve Si! are provided. Auto-rich jet l5 is manually opened and accordance with the temperature and pressure of the air in manifold 22, so that the pressure differential between the scoop chamber 38 and throat chamber 4i) is corrected in accordance with variations in the density of the entering air before being transmitted to the air chambers 21, 29 on opposite sides of diaphragm 28, to maintain the pressure difference across this diaphragm always a function of the mass airflow rate through the manifold 22. Restricted bleeds 33, 35 provide for a very small flow of air from chamber 38 through the compensator valve past diaphragm 28 to chamber MB. A valve 3l may be manually opened to render the con pensator 32 inefliective.

For proportioning the fuel ow to the airflow, a conventional carburetor fuel pressure regulator 44 is provided. The regulator is supplied through line 41 with fuel under substantially constant pressure by pump 45 fed from tank 42. Liquid fuel from pump 45, after passing through Vthe vapor trap 48, is forced through a strainer 50 and then through the fuel how regulating valve 52 into the unmetered fuel chamber 54. From this chamber the fuel is passed to the various metering jets of the fuel control body 58 (several forms of which are shown in Figs. 3, 7 and 8) by way of conduit 55. The metered fuel pressure on the low pressure or downstream side of the metering jets is applied through conduit 60 to the metered fuel pressure chamber 52, separated from the unmetered fuel pressure chamber 54 by a diaphragm 64.

Valve 52 is actuated by the compensated throat and scoop pressures in chambers 2l and 29 and the unmetered and metered fuel pressures iuY chambers 54 and 62 in a known manner to maintain the pressure drop across the various fuel metering orifices between the unmetered fuel pressure in line 55 and the metered fuel pressure in line 58 proportional to the pressure drop between the throat and scoop chambers 2, 2E! of the air metering sections 2B. The rate of iiow by weight of fuel to the engine is thus maintained proportional to the rate of flow by weight of air to the engine by the air section 25, the fuel section 44 and the fuel control body 58, which together comprises a pressure type carburetor.

To vary the fuel-air ratio of the engine charge at different portions of the engine operating range the fuel control body S (Figs. 3, 'l and 3) is provided with a plurality of metering jets which are wholly or partially cut in or out of the fuel flow line to vary the ratio between the fuel and air, or the mixture strength, the rate of fuel flow being still held proportional to the closed by a valve l1, while economiser valve is automatically actuated by a diaphragm subjected tounmetered fuel pressure through line 35 from chamber 54 and metered fuel pressure from chamber I5? through passage B5. Reference is made to Fig. 8 for a more detailed showing of these valves. As the differential between unmetered and metered fuel pressures becomes greater the force exerted by these pressures on the diaphragm B4, when this differential reaches the higher portion of its range, will overcomel the force exerted by spring 88 on valve Sil in a valve closing direction and will gradually open the valve to increase the fuel flow and gradually enrich the mixture as the engine power output increases over the higher portion of the power output range. Jet 'i6 is of greater flow restriction than jet 7i) hence the flow through jet 19, chamber 'id and jet 16 will be mainly determined vby the restriction of jet 'i6 when valve 11 is open and valve 8l! is closed. When valve 8i! is opened the flow through jet 16 will further increase to enrich the mixture to a ratio greater than the ratio provided by jet l; Thus, economiser jet 7E) acts as a limiting jet which puts a maximum or ceiling on the total flow through the economizer Valve, or through both jet i6 and the economizer valve, for a given fuel metering pressure diiferential. The amount of this maximum flow or maximum enrichment is controlled by a needle 222, which isl moved in or out of the jet 12, to vary the restriction of this jet, by a diaphragm 25s and spring 253, specifically described below. Idle valve 15| may'be linked to throttle 2li in a known manner so as to regulate the iiow through conduit 56 when the engine is idling. In other portions of the engine operating range idle valve l5! Vis fully open, as shown.

The arrangement of Fig.V 'l' is like Fig. 3 with the exception that the needle valve 252 and its actuating mechanism is omitted and the maximum flow through economizer Valve is limited by a derichment valve 8l mounted on the economizer valve stem in a position opposed to the economizer valve. In this modification also the basic or normal mixture strength is determined by the main metering jet 66, and may be increased by opening valve 'H (see Fig. 8) to establish a supplemental fuel flow through the autorich jet 16. When the engine power is increased to the higher portion of its power range, the increased fuel metering pressure differential across diaphragm 8 will cause valve 80 to open and further enrich the mixture to a limit (when valve 80 is fully open) determined by the size of economizer jet l0. As the engine power output increases still further, diaphragm 8d will be forced farther downward, beyond full open position of the economiser Valve, to'moverthe derichment valve 8l into proximity with the seat 83 of the economiser valve, causing a gradualv restriction of the fuel ow'through the economizer valve and a decrease in mixture strength as the engine power further increases, beyond the point at whichr the valve 80 is fully open. By properly contouring and positioning derichment valve 8|, this decrease in mixture strength.

may be made to follow a desired curve and may be even continued to a point in which the derichment valve 8| contacts seat 83 and closes olf all flow through the economizer valve. Thus, the economizer valve may have two closed positions; one at low and intermediate values of the fuel metering differential, in which the flow is cut off by economizer valve 80 (held in closed position by spring 88), and one at extremely high values of the fuel metering differential, iny which the flow is out olf by derichment valve 8|. In between these two closed positions the, fuel mixture strength will be first increased and then decreased according to a curve which may be selected by properly contouring the valves 00 and 8|..

In the modification of Fig. 8, fuel from conduit 56 passes through the main metering jet 66 and is metered thereby, after which it passes to the engine through the fuel feed line 68. In the position shown, the mixture strength provided by jet 66 is enriched by fuel which passes through jets and 12 to the chamber 1-4 and then through the automatic rich jet 16 to the fuel feed line 68. Jet 16 is smaller or has a greater degree of ow restriction than jets 10 and 12, hence when economizer valve 80 is closed the flow through jets 10, 12 and 16 to feed line 68 will be regulated mainly by jet 16.

The. economizer valve (which is the same in Figs. 3 and 8) is subjected to unmetered fuel pressure by conduit 86 and metered fuel pressure by passage 85. As the engine power output increases, the differential between the unmetered and metered fuel pressures increases, and the force exerted by this pressure differential on diaphragm 84 will overcome the force exerted on the valve in. a valve closing direction by spring 88 and the valve will gradually open to increase the fuel flow and enrich the mixture at the higher end of the power output range. Flow through jet 12 is controlled by derichment valve 82 and when this valve is open the limit to the enrichening aotion of the enconomizer valve and the auto-rich jet is determined by the restriction of jets 10 and 12, through which the fuel flows to economizer valve 80 and auto-rich jet 16. When derichment valve 82 is closed then the maximum fuel flow through jet 16 and economizer valve 80 will be determined by jet 10 only. Thus, the upper limit of mixture strength is determined by the sum of the fuel flows through the respective jets 66, 10 and 12 for a given fuel metering pressure differential when valve 82 is open; and when valve 82 is closed the mixture' strength will be limited to a lower maximum by jets 66 and 10. This modification is specifically claimed in the copending application of `Samuel S. Fox, Serial No. 530,935, filed April 13, 1944, and assigned to applicants assignee and now Patent Number 2,521,002, granted September 5, 1950.

The action of the several fuel metering devices of Figs. 3, 7 and 8 is diagrammatically'shown, according to one mode of operation, in A and B of Fig. 6. Referring to diagram A (which relates mainly to Fig. 8), the mixture strength may vary either along an auto-rich curve or an auto-lean curve, depending upon Whether or not the automatic rich jet 16 is opened or closed by valve 11. When the derichment valve 82 is open, the mix'- ture strength follows one or the other of the curves marked"without water. up to an upper fuel-air the water regulator.

ratio shown at |01. which represents the max-i.. mummixturestrength, provided when economizer valve4 80. (Fig. 8) is fully open. This is usually also the point of maximum airflow or maximum power. When derichment valve 82 is closed, then the fuel-air ratio will follow a different curve, marked with water in the diagram A. In this instance, when the derichmentvalve 82 is closed, the airflow and power output are continued along the dotted line to a higher maximum power, at the point |03.

Diagram B (which relates mainly to Figs. 3 and 7) shows how the fuel-air ratio may be increased along the auto-rich curve until the economizer valve is fully open, at the point 0| of normal maximum power, and then may be gradually de. creased along the dotted line marked with water as the needle 202 (Fig. 3) restricts the iiow through economizer jet 10 or the derichment valve 8| (Fig. rl) restricts the flow through the economizer valve seat 83, until the engine reaches a higher maximum of power indicated at |05.

In Fig. 3 the ow capacity of the jet 10, which limits the maximum supplementary fuel flow through both jet 16 and valve 80, is varied by needle 202. In Fig. 8,'two jets, 10 and 12, act to impose a limit on the fuel flow through jet 16 and valve 80, and jet 12 is controlled by valve 82. In Fig. 7 only the fiow through the economized valve is controlled, by valves and 8|, and the f capacity of the economizer jet 10 is not varied.

Water may also be supplied to the engine by starting pump |00 and closing switch |03 to energize solenoid valve |02 and lift valve head |05 against the force of spring |01, admitting Water pumped from tank |04 to the water injection regulator |06. Pump |00, which is electrically driven by motor |08, may (like pump 48) be one of the pumps conventionally used in the art for supplying fuel to pressure carburetors, and is provided with a relief valve which acts to maintain the water pressure in line ||2 at a substantially constant pressure above the pressure in the manifold 22, to which the pump relief valve is vented by conduit ||0. Air bleed line ||4 having a restriction ||3 (Fig. 4) returns air and vapor from conduit I I2 to the water tank |04.

When the solenoid valve is open water under pressure from line ||2 is admitted to chamber H6 of the water injection regulator |86 (Fig. 4). Pressure in chamber ||6 opens check valve H8 against spring H9 and admits the water under pressure to chamber |28, which is the inlet chamber to the pressure regulating valve |22 of Valve |22, before water isy admitted to chamber |20, will Ibe in its wide open position, as shown, because the pressure maintained in chamber |24 on one side of the valve actuating diaphragm |26 by the conduit |28, which is connected to the unmetered fuel chamber 54 of the fuel regulator 44, will be greater than the water pressure in chamber |30 on the other side of the valve actuating diaphragm except when solenoid valve |02 is open and water is flowing. When water is not flowing the pressure in chambers |30 and |20 will be equal to the metered fuel :pressure in lines E36 and 8B. As Water passes into chambers |20, |30, the water pressure in chamber |36 will increase and will be regulated by valve |22 until it substantially equals the unmetered fuel pressure in chamber |24. Valve |22 is cf the balanced type (a balancing passage |32 may be provided for this purpose) and is actuated solely by the forces applied to diaphragm |26 byfthefluid pressures in chambers |24 and |370. If the pressure in chamber |30 slightly or momentarily exceeds the pressure in' chamber |24, valve' |22 will be moved in a closing direction to restrictor reduce' the flow of water to chamber |30, while if the pressure in chamber |24 exceeds the pressure in chamber.` |30 the valve will be moved in an opening direction. As a result of this action, valve |22 will regulate the iiow ofY water from inlet chamber to chamber so as to maintain the water pressure in chamber |30 substantially equal tothe unmetered fuel pressure in chamber |24, whenever water is flowing to the engine. Water from chamber |30, which is the unmetered Water chamber, passes through the water metering jet |33 to the water feed line |36. Line |30 is connected to the fuel feed line by a combined fuel and water connection |33, hence, the metered water pressure on the downstream side or the lower pressure side of the water metering jet 13d will always be equal to the metered fuel pressure on the downstream' the fuel metering pressure differential, which in` turn is a function of the rate of flow by weight of intake air. The iiow through the water metering jet |30 is a function of the pressure difference across this orifice, hence the rate of iow by weight of water fed to the engine is proportioned to the rate of flow by weight of engine intake air. If desired, valve |22 may be spring biased to a closed position in a manner similar to the biasing of Valve t0 by spring 30, so that valve |22 will be automatically opened by the spring only at higher values of the fuel metering pressure differential.

YThe water regulator of Fig. 4 will maintain a constant watenair ratio, as shown in Fig. 6, diagram A. Variations in the fuel-air ratio, effected by opening or closing the various fuel jets, will not affect the water-air ratio because the water metering pressure differential is maintained equal to the fuel metering pressure differential, which is regulated as a function of mass airflow, independently of the operation of the fuel metering jets. If the Valve |22 is spring biased then no water will be introduced until the airflow reaches a predetermined value, as shown in diagram B of Fig. 6. The water-air ratio will then follow a curve, such as shown in the diagram, and both the point of initiation of water ow (assuming water is being supplied to the regulator) and the shape of the waterair curve may be varied by changing the force and the characteristics of the biasing spring.

Water and'fuel from the feed lines 68 and |36 are mechanically mixed in the combined feed line |00 and the fuel discharge nozzle |42. The discharge nozzle comprises a valve member |44 actuated by a diaphragm |46 subjected on one side to the force of spring H33 and to the scoop pressure of the air passing through the venturi, which is admitted to one side of the diaphragm. by a passage |49. The other side of diaphragm |40 is subjected to the pressure of the fuel, or`

of the fuel and water, admitted to the discharge valve by conduit |40. This nozzle discharges the fuel or Vthe fuel and water into the annular passage |5| and the annular spinner cup |54 at a pressure which is maintained at a `constant value, determined by the forceof vspringV |48,

The metered fuel and metered water pressures are thus held'A above the Venturi scoop pressure.

at a common Ysubstantially constant discharge pressure, with reference to the pressure of thechambers |50, 2 I0. In the operation of the modi' fication of Fig. 7, the engine power output is limited so that the fuel metering pressure differen` tial will not reach a sufficiently high value' to move Valve 8| farenough to restrict the flow through seat 83. Derichment valve 82 in Fig. 8-

will be held open by spring |58 and by the unmetered fuel pressureV admitted to chamber |54 and diaphragm |52 by passage |53. When the modification of Fig. 7 is used, the openings for'V conduits 2|2, 2|4 in regulator |00 are plugged. When the modification of Fig. 8 is used, these openings are plugged and a branch line is provided connecting conduit |60 with the derichf'v ment valve chamber |50.

As soon as a flow of water to the engine begins,

a pressure drop is createdacross water jet |34. Referring to Fig.' 3, this drop is applied acrossV the large diaphragm 204 of the fuel control body 53 by the unmetered water pressure conduit 211|,V

connecting chamber |30 ofthe water regulator with chamber206 of the'fuel control body, and' by the metered water pressure conduit 2|2, con'w necting water line |30 withchalnber 2|0 of the fuel control body. When' the water metering pressure drop becomes sufficiently high, the force exerted on the diaphragm 204 in an upward direction will overcomeA the force exerted downwardly on the diaphragm by spring 203, and

needle 202 will be moved into the jet '|0 to gradually increase the restriction of this jet, or decrease'the fuel flow capacity thereof, to a lower maximum or limit determined by the position ,of the diaphragm stop 208. Consequently, the fuelair ratio will decrease asthe water VmeteringA pressure differential increases, as shown by the` line between |0| and |05 in diagram B of Fig. 6. This line need not be straight but maybe varied in shape, for example by varying the characteristics of spring 203 or the contour of needle 202. I When the modification of Fig. 7 is used, no direct connection between the fuel control body andthe water regulator need be provided. The fuel control body alone will reduce the fuel-air ratio when the derichment valve 8| isl moved far enough to restrict the now through seat 83. This modification is particularly adapted for use in conjunction with the biasing spring for water valve |22; in such an arrangement, the Water flow may be automatically begun concurrently with the reduction in mixture strength automatically eifected at high power outputs by derich-A ment valve 8|. y

Referringrto Fig. 8, when'valve |05 is open'a'n'd water is being injected, then the water pressure in chamber |20 will become substantially equal to the water pump outlet pressure in conduit 2. When this modification is lused V'conduit |30 is connected by a branch line to chamber |50 on the Waterside of derichment valvel diaphragm |52;- thus establishing inlet water pressure in chamber |50. This pressure is higher than the pressure Y. in unmetered water chamber '|30 -and autant higher than the unmetered fuel pressure 'in chamber |24 of the Water regulator and chambers |56 and |54 of the fuel control body. Hence there will be a force exerted by the diefential pressures on opposed sides of diaphragm |52 tending to close Valve 82 when Water is being injected. Compression spring |58 is made suiciently weak to enable this force to close valve 82, shutting oli` the passage |62 to the derichment jet 12 and stopping the fuel flow through jet 12 when the water flow is started through jet |34. Thus, when the flow of water to the engine is started, the maximum mixture strength is automatically set at a relatively lower limit, determined by jets and 66.

As a further variation of the fuel control body, the economizer Valve Sil may be entirely eliminated and the fuel control body constructed with only the main metering jet 66 and the auto-rich jet 16. With such an arrangement, when used in conjunction withvwater regulator |iJ6, the supplementary fuel that wouldnormally be provided by the economizer valve can be entirely replaced by the secondary liquid, or water. By biasing valve |22 of the regulator |96 to a closed position, as suggested above, this Water can be added in the same manner as the supplementary fuel is normally added by the economizer valve, automatically over the higher portion of the power output range.

The supercharger regulator 2|! (Figs. 1 and 5) is also adjusted or reset in accordance with the flow of water to the engine. Chamber |16 on the upper side of diaphragm |18 of the supercharger regulator 2D is connected to the inlet chamber of the water regulator, by conduit |60. When water is injected, the pressure in conduit lll immediately builds up in accordance with the build-up in pressure in the inlet charnber |2|J of the regulator |06. This pressure is large enough, Vin relation to the area of diaphragm |18, t0 exert sufiio'ient vforce on the stem we to force it down against the adjustable stop me, increasing the bias or tension vof spring |38 to reset the supercharger regulator so as to limit the pressure in manifold 22 to a higher maximum. The Value of this increased pressure may bie-controlled by adjustingthe position of Astop |80.

When water 4is not liowing, the pressure in chambers |-2il 4and |111 is equal to 'metered fuel pressure, which is greater than the pressure in manifold 22 but which vis not `suflicient to overcome the force exerted on thediaphragm ifi@ in an upward direction by the scoop pressure admitted to chamber |16 on the lower side `of the diaphragm by conduit |14, connected to manifold -2-2, plus the force exerted on the bellows YL32 by the pressure in chamber |84, which is connected to conduit |.1-4 by branch line |15, and the force exerted upwardly on the stem |86 by the spring |88. The diaphragm will assume its .upward position, in which nut .|99 bears against stop ange |9|. .As shown in Fig. 5, diaphragm |18 is in its downward position.

Bellows |82 is subjected on its inside to the pressure in manifold 2.2 and will lactuate servovalve |92 and control servo-motor |94 so as to open and close auxiliary throttle i3 to maintain the pressure `inthe inter-stage ducting or inanifold 22 at a substantially constant Value, ywhich is determined by the tension of spring |38, and therefore, is determined by the setting of the adjustable nut lili] (which may be locked in position by nut |93) when the diaphragm is in its upper position and vby the setting of stop |86 when vthe'diaphragm is .in .its lower position; Bellows V|32 is backed on one side by .anevacuated bellows |86. The servo-motor |34 is actuated by .oil supplied under pressure by an 4oil pump (not shown) to port and admitted to one or the other side ofthe servo-piston by servov'alve H52. Port |85 drains leakage oil from .the bellows chamber and :may be Aconnected to .the engine crankcase. Port |91 Vents the yupper side of the servo-valve to the bellows chamber.

The power -output of the engine may be controlled by regulating the charge pressure, up `to a .predetermined maximum limited by the pressure in manifold 222. By automatically resetting the apparatus whichigoverns this kmanifold Apres-- sure, the in. iinum power output of theengine is automatically increased when water is .being injected. The regulator 20, ora like device, may also control the engine Apower output in other ways than by varying the position of throttle V|8, for instance uin a known manner by regulating the wasteg-ate of .a turbo-supercharger driven lby the engine .exhaust gases and .driving .auxiliary supercharger stage tl), or by varying the auxiliary .supercharger speed, as .disclosed -in .the Hobbs-Willgoos `applicatioii Serial No. 492,423, led June 26, 1943, and assigned to 4applicatitis assignee, and now yPatent No. 2,490,301 granted May 14, 1.946.

"Operation The water :sup-ply pump yis turned on land maintains operating water pressure .at lthe .water inlet of the solenoid valve |152. .Any air in l.the water supply line is eliminated .through .the bleed line .H4 .at the solenoid'Val-ve inlet. Switchv w3 is closed, which opens the yah/e land admits water under pressure to the water regulator. Water starts to .flow through the regulator tothe fuel discharge valvefan-d the .pressure in the inlet chamber |23 of the .regulator .increases to the operating pressure, 4or the` pressure maintained in line H2 by pump |06.; anda pressure .differential will build yup across v.water jet |234. when .the drop-across jet |34 V.becomes suflicently high the needle M22 (Fig. .3) will .bemoved .to restrictthe flow through .jet :'l, or the 'increase .in pressure in chamber IZiai/'illnauseederichment valve-2 (.Fig. .8) to close.; .causing the .fuel-air ratio to decrease .to the .best :power valuaor instance, from .1.05 to .980, 'thereby .increasing .the power output of the engine.A Alike effect is produced, when the .modification `of Fig.. '1 .is used, .by the derichment .vali/.e 8|. The .increase .in vpressure in inlet 'chamber 12.5) ,also resets the regulating pressure datum of the .auxiliary ,superchargen for instance, from .28 Hg to 32 .m, which in creases the mass airflow to thefengine. The defcrease in .fuel mixturestrengths and the increase in mass airflow change the `maximipn,power .output of ythe engine to `a very high Value. The water iiow y.to the engine .directly cools the charge, internally cools thecombustion .chamberand acts to ,prevent detonation .so that the engine can safely produce this increased power.

High power output will be maintained as long as lthe switch |03 is held in the on position and `a supply of water-is available in the supplyv tank |04. When the switch i533 `is turned off, the solenoid actuated valve H12 closes, causing the pressure in chamberl 29.0f the-water .injection regulator to suddenly decrease. This decrease in pressure stops .the water flow to the engine., opens .the derichment valve (Fig. 3 vor Fig. v8.) on the carburetor, .returning the .fuel .mixture if Y strengths to their normal values, and decreases the pressure regulating datum of the supercharger regulator'to the normal operating Value, thereby decreasing the mass airflow to the engine to a relatively low maximum power output. In the case of Fig. 7, this decrease in airflow also may act to change the pressure drop across diaphragm 84, causing valve 8| to move away from seat 83.

If at any time during relatively higher maximum power operation the water supply is exhausted, the operating water pressure in chamber |20 of the water injection regulator and the pressure drop across water jet |34 will decrease in the same manner as though the solenoid actuated valve |2 were closed, and the engine power, the fuel mixture strengths, and the mass airilow will change to their lower maximum power settings. The electrically driven pressure pump I is preferably operated the entire time that high maximum power may be required, and the solenoid valve opened to obtain such high power when required; or, if preferred, the valve |22 may be spring biased to open automatically only when the mass airflow (and consequently the fuel metering pressure dinerential) exceeds a predetermined value.

If desired, the ingredient or the fuel or the ingredient and the fuel may be directly injected into the engine combustion chamber or chambers, rather than into the supercharger as shown in the embodiment of the drawing.

' It is to be understood that the invention is not limited to the specinc embodiment herein illustrated and described, but may be used in other ways Without departure from its spirit as deiined by the following claims.

I claim:

l. iii an internal combustion engine charging apparatus, a fuel now regulating device, an ingredient now reguiatmg device, and means for regulating the operation of eacn of said devices by tne other of said devices.

2. In an internal combustion engine charging apparatus, separate airflow, fuel now, and combustion modifying ingredient flow controlling devices, and means for regulating each of said devices by another of said devices.

3. In an internally water cooled and externally air-cooled engine, an airflow controlling device for limiting the maximum quantity of air supplied to said engine, water llow controlling means for varying the quantity of water supplied to said engine, means for maintaining the quantity of water supplied in proportion to the quantity of air supplied, and means for regulating said airflow controlling device by said water flow controlling means.

4. In an engine fuel supply system, means for supplying air to said engine, means for supplying water to said engine in predetermined ratio to the quantity of air supplied, means for supplying fuel to said engine in predetermined ratio to the quantity of air supplied, means for Varying the ratio of fuel to air in response to Variations in the quantity of air supplied, and means for varying the ratio of fuel to air in accordance with variations in the quantity of Water supplied.

5. In an apparatus for charging an internal combustion engine, means effective during engine operation to create a fuel-air mixture having predetermined proportions by weight of fuel to air throughout the engine operating range, means including a Valve for adding a combustion modifying ingredient to said fuel-air mixture, and

means automatically elfective upon an operation' of said valve to alter the proportions of fuel to air in said mixture when saidY ingredient is being added thereto.

6. An ingredient injection apparatus for an internal combustion engine comprising, means responsive to variations in the pressure of the fuel flowing to said engine for regulating the quantity of a combustion modifying ingredient flowing to said engine, and means responsive to variations in the pressure of said ingredient flowing to said engine for changing the rate of fuel flow to said engine in relation to the rate of air ow to said engine.

7. In an engine having a combustion chamber, means for supplying fuel andrair to said chamber in predetermined ratio during engine operation, means for supplying water to said chamber in predetermined ratio to said air, and means for changing said fuel-air ratio by la predetermined amount in response to a change in said water-air ratio.

8. In a water injection apparatus for an aircraft engine having a pressure type carburetor including a mixture strength control having at least one fuel metering jet and means responsive to variations in both intake airflow and fuel flow for maintaining a fuel metering pressure differential across said fuel jet which is a function of the rate of flow by weight of intake air, a water metering jet, means including a manually operated valve for establishing a flow of water through said water jet, means responsive to variations in both said. intake airow and said water flow for maintaining a water metering pressure differential across said water jet which is equal to said fuel metering pressure differential, and means responsive to variations in the water pressure on one side of said water jet with respect to the water pressure on the other side of said water jet for varying the operation of said mixture strength control means to increase the power output of said engine when Water is flowing to said engine. 9. In combination, a charge forming device or carburetor having fuel metering means including a jet or port constituting when open part of the normal metering system and when closed functioning to reduce the richness of the primary fuel charge, a derichment valve1 coacting with said jet, an auxiliary charge injection system for supplying an auxiliary charge component such as an antidetonant uid to the engine including a metering Valve for the antidetonant fluid, pressure responsive means :connected to said valve,

means for subjecting said latter means to a pressure varying with variations in engine power to initiate metering of said fluid at a predetermined point in the power range, means maintaining said derichment valve open during engine operation when primary fuel only is being supplied to the engine, means responsive to a pressure varying with variations in engine power for closing said derichment valve when antidetonant fluid is to be supplied, and means for timing the admission of operating pressure to said derichment valve in relation to the time of injection of said fluid.

10. In an apparatus for charging an internal combustion engine with a combustible mixture Vof fuel and air and a third combustion modifying ingredient, a fuel control body having a pair of jets for limiting the strength of said mixture to a predetermined maximum, and means subjected to the pressure of said third ingredient forv con- 13 trolling the flow of fuel through one of said jets.

11. In combination with a pressure type carburetor including a fuel control body having at least two flow restricting passages for limiting the fuelair ratio of the charge provided by said carburetor to a predetermined maximum, a regulator operatively associated with said carburetor for governing the flow of a third combustion modifying ingredient to the combustible mixture formed by said carburetor, and means operatively associated with said regulator for controlling the flow of fuel through at least one of said restricted passages.

12. In an internal combustion engine, means for feeding charging air to said engine, means for feeding fuel to said engine, means for feeding a combustion modifying ingredient to said engine, a fuel control body having a pair of jets for limiting the fiow of said fuel to maintain a predetermined maximum ratio of the flow of said fuel to the flow of said rcharging air, and means subjected to the fluid pressure of said ingredient for controlling the flow of fuel through one of said jets.

13. In an apparatus for charging an internal combustion engine, a carburetor fuel pressure regulator and fuel control body effective during engine operation to create a fuel-air mixture having predetermined proportions by weight of fuel to air throughout the engine operating range, a combustion modifying ingredient regulator including a valve for adding a combustion modifying ingredient to said fuel-air mixture, and means including a derichment valve automatically effective upon operation of said first named valve to alter the proportions of fuel to air in said mixture when` said ingredient is being added thereto.

14. An ingredient injection apparatus for an internal combustion engine comprising, a combustion modifying ingredient regulator having a valve responsive to Variations in the pressure of the fuel flowing through said engine for regulating the quantity of the combustion modifying ingredient flowing to said engine, and means including a derichment valve responsive to variations in the pressure of said ingredient flowing to said engine for changing the rate of fuel flow to said engine in relation to the rate of air flow ing water to said chamber in predetermined ratio' to said air, and means including a fuel derichment valve for changing said fuel-air ratio by a predetermined amount in response to a change in said water-air ratio.

16. In an internal combustion engine charging apparatus, a fuel flow regulating device having a fuel derichment valve, an ingredient flow regulating device having a valve for regulating the flow of a combustion modifying ingredient, means for regulating the fuel derichment valve of the fuel flow regulating device by the ingredient flow regulating device and means for regulating the valve of the ingredient flow regulating device by the fuel oW regulating device.

17. In an apparatus for charging an internal combustion engine, a carburetor fuel pressure regulator and fuel control body effective during engine operation to create a fuel-air mixture having predetermined proportions by weight of fuel to air throughout the engine operating range, said fuel control body having a pair of jets for limiting the strength of said mixture to a predetermined maximum, a combustion modifying ingredient regulator including a valve for adding a combustion modifying ingredient to said fuel-air mixture, and means including a derichment valve automatically effective upon operation of said first named valve to alter the proportions of fuel to air in said mixture when said ingredient being added thereto by changing the flow through one of said jets.

ROBERT C. PALMER, JR.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 1,338,993 McNeel May 4, 1920 2,076,606 Winter Apr. 13, 1937 2,330,650 Weiche Sept. 28, 1943 Re. 22,447 Hersey et al Feb. 29, 1944 2,348,008 Hunt May 2, 1944 2,361,227 Mock Oct. 24, 1944 2,392,565 Anderson et al Jan. 8, 1946 2,482,040 Thorns et al Sept. 13, 1949 FOREIGN PATENTS Number Country Date 828,458 France May 18, 1938 

